Power brake for railway cars



June 5, 1923. 1,457,766

A. E. BORGES POWER BRAKE FOR RAILWAY CARS Filed May 23, 1922 7 Sheets-Sheet l B s P D III J] 3 D [\j A j; 1

Jurie 5, 1923. 1,457,766

A.E.BORGES POWER BRAKE FOR RAILWAY CARS Filed May 23, 1922 v sheets sheet 2 June 5, 1923.

' I 1,457,766 A. E. BORGES POWER BRAKE FOR RAILWAY CARS Filed May 23, 1922 .7 Sheets-Sheet 3 Jmmw." 42 5, avz m Z a June 5, 1923. 1,457,766

- A. E. BORGES POWER BRAKE FOR RAILWAY CARS v Filed May 23, 1922 '7 Sheets-Sheet 4 U U U u U ll. l:.. 5 n; I"

M g Q 49 A XXX 3 v 1 3 I I u '33 4 4 3 A29 3/ 2 13 JZWMZ O:

June 5, 1923. v 1,457,166

' A. E. BORGES' POWER BRAKE FOR RAILWAY CARS Filed May 23. 1922 '7 Sheets-Sheet 5 June 5, 1923.-

A. E. BORGES POWER BRAKE FOR RAILWAY CARS 7 Sheets-Sheet 6 Filed May 23 June 5, 1923. 1,457,766

A. E. BORGES POWER BRAKE FOR RAILWAY CARS Filid May 23, 1922 7 Sheets-Sheet 7 a drum 8, integral with the sleeve to which is secured one end of the chain 9, which starts the brakeshoes into operation. The hub of member 3 is provided with a circular groove 10, into which enters at two diametrically opposed points two pins secured to the arms of a bifurcated roll 11 firmly mounted on an axis 12, which can oscillate on bearings carried by hangers suspended from the car floor. To axis 12 is secured one end of hand lever 13, operable from the platform of the car, above which it projects.

The operation of the mechanism can take place in a variety of ways, corresponding to the various cases hereinbetore mentioned, as follows:

Stopping 0f the t rc in by the treinmen, by means 0 nand lever 15.

As the train moves along, axle 1 and box 2 rotate continuously, driven through the mechanism hereinbetore described or through any other suitable means, disks 4; within box 2 also rotating with it. Normally, since member 3 is not in contact with box 2, there is no pressure exerted between disks e and disks 5, which latter are thus kept stationary. To stop the train, the trainman on each ear moves the respective hand lever 13 in a direction so as to cause the bifurcated rod ll to move. member 3 axially, along the sleeve 7, towards her: 2, thus forcing disks 5 into contact i disks 4-. As disks 5 engage disks l, the ro tary motion of box 2 is transmitted to member 3 and sleeve 7, drum 8 winding up chain 9, which brings the brake-shoes into play.

The casing oil springs provided in the brakershoes will render them inoperative, as soon as the pressure exerted on hand lever 13 ceases.

Stopping 0f the train by theengz'neman.

The invention also includes any adequate electrical means of throwing the brake niechanism hereinbetore described into operation. A convenient form of doing this is shown in Fig. 7, which illustrates diagrammatically the application of electrical means for bringing into action the brake mechanism, to a train of four cars V V V V The source of electric current is located on the engine, and is, preferably, aturbo generator G, from which the current flows, through a rheostat R, to a general supply main C, formed of rigid bars running along each car, flexible connections F being provided between the cars. in eleotro magnet M is provided under the floor of each car. connected to the supply main C. The current returns to the gene-ater through the earth. is the engineman closes the circuit through the 'rheostat, magnets M are energized, each attracting its, respective armature (Fig 6) and with it a lever 20, to one end of which the armature is secured and which is pivoted to a hanger 21, suspended from the car floor. Lever 20 carries at the opposite end a link 22, flexibly mounted on it, which is connected to an arm 23 firmly secured to axle 12 of the bifurcated rod 11. As lever 20 moves, it causes axle 12 to rotate and with it bifurcated rod 11, which pushes member 3 towards box 2, thus bringing the brakes act. Link 22 is fixed .tolever 20 by means of a pin sliding in a slot, so that lever 20 may not be disturbed when the brakes are applied by means of hand lever 13.

Stopping of the train by any one of the passengers in case of danger.

iS't'oppny of the at a distance.

=2 12 of bifurcated rod 11 (Fig. 11) nted an arm 30, connected by means 0' 31 to the longer arm of lever 32 pivoted to a hanger 33 suspended from the car lloor. The shorter arm of lever 32 is drawn upwards a. spring 34. l dounted on an axle secured to the lower side of the car floor, transversely of it, (Figs. 1 and 11) so that it can oscillate, is an arm 35, which normally is kept vertical by its own weight. 3;; on which normally rests the end of the arm of lever 32, which is also positioned transversely of the car floor. To place the end of the longer arm of lever 32 on the stop 36, the arm 35 is moved to one side, the longer arm of lever 32 is raised, arm allowed to come back to the verti-ca-l or normal position and the end of lever is then lower onto stop 36, which keeps consists 01 a pin running in a slot, so that lever not bedisturbed when the brakes are applied through hand lever 13.

'ikl'ill 35 is made long enough to strike against obstacles e0 provided on the road bed l, 3 and Each obstacle 40 consists o'l' anal-in secured to an oscillating horizontal axle 41, placed at right angles to the rail T, on supports conveniently 10-. cated on the road bed. On axle 41 is mounted an arm L2, connected by a link 43 to another arm let secured to the end of an oscillating axle 45 mounted on a support l6 on the road bed. At the opposite end of axle 4-5 is secured a lever 47, the shorter arni On this arm is provided a stop,

1. he connection between link 31 and lever which is thus kept in a horizontal position and, through the connecting pin and slot, forces the counterweight lever 47 to remaln horizontal, the arm 45 being then kept at such an angle that, ,througharm 44 and link 43, it keeps obstacle; 40 in inoperative position. In this position of 'the'various parts. counterweight P is at its highest point. 'To arm 51 is connected the armature of an electromagnet 52, the circuit of which may be opened or closedat a distant station. When on'the car wheel axle E. The rear end of 4 magnet 52 is deenergized, arm 51 holds firmly arm 49. lVhenever't-he station agent,

in an emergency, wishes to stop a train or a run-away car or cars, he closes the circuit of magnet'52, which attracts its armature and with it arm 51, whereupon thetooth at the end of arm 51 is disengaged from'arm 49 and thecounterweight l? descends, thus I forcing obstacle 40 to assume a vertical position. When the train arrives opposite obstacle 4( arms 35 on the cars collidewith it and are moved aside, releasing lever 32, whereupon spring 34 acts through. connections 32, 81,30, to oscillate axle 12 of bifur-' cated rod 11, whichwilhthen, move member 3 of the clutch mechanism toward member 2, thus causing the brakes to be applied. A

Stopping of the train when a coupling 2's I broken or loosened.

likewise, act on the arms 35 of the two parts of the train, causing the brakes to be applied. I v

Fig. 12 is a perspective view of a modified form of the invention, in which the trans mission of the rotary movement of the car wheel. axles tothe-power brake, instead of v being made through a chain and sprocket wheels, is made through a gear 81 having helicoidal teeth, mounted on the car wheel axles and meshing with a similar gear '82. mounted on the axle of the power brake mechanism. This axle is positioned longitudinally of the car and is madeup of three [from the ear floor.

Incase a coupling breaks separate parts, 83, 84-, 85, the centralpor-,'

tion 84 being connected to the end portions 83, 85 by means of universal couplings 86," 87, respectively, The central portion 84 is capable of extension and contraction, con

sisting of a tubular portion in which slides a of portion 83 of the axle of the mechanism round bar,- which is connected to'the tubu- I lar portion by'means of a pin and slot, that both may" rotate togetherY-At'the free end I6 of the axle is the clutch mechanism, of-v which member 2 is securedto portion 85.to

rotate withit, member 3 sliding on said por ti'on and being made integral withsa drum 5 8, to which is '-secured one end ofchain 9., Portion 8-3 -of the axle is revo'lubly sup-f ported in a rectangular frame 88, of which the rearend is rigidly secured to a box 89,

within which are located the gears. 81' and 82'mounted so as to be capable of oscillating frame 88 is supportedfromthe floor ofthe car by means of a link 90, .whichallows both power brake axle can. rotate; on bearings resting on hangers 91*suspended'from the floor of the carto Fig. 1.

an arm 93,"connected bya link94 to an arm 95 secured to an oscillating axle 96placed longitudinally 'ofthe' car and mountedon I hangers Q'Z suspended from the car floor.

Member 3 of the clutch mechanisimwhich -is slidable' on portion 85 of the power brake axle, is moved towards. rotary member. by means of a bifurcated rod-11, in a manner similar to that described with reference Rod 11 is secured 13012111 oscil-. lating axle 12,"located transversally. of as. car and resting on hangers 92 suspended To axle 12, is. secured At one end of axle 96 is secured a hand lever'98 for use by'the trainmen in applying, the brakes. v 7 I acts, through the 'varlons'p'arts'hereinbefore When this lever is imoved, it

mentioned, to bring the slidable member3 of the clutch mechanism into'contact with the rotary member 2, .causmgfdrum' 8 to wind up chain *9. which, througha crank. ,lever 99, (F1g.12 will pull the chain actin on the brake levels of the car.

It is'cl early seen that the universal conplings 86, 87 which connect the central por .tion 8 of axle 83, 8%, 85 to the end portions 83, 85', and the sliding connection between the two members-of said central portion 84.,- provide axle "88, 84, 85 with the neces sary flexibility in all directions to absorb any-shocks, due to uneven running of the chain and sprocket arrangement of Fig; '1 I I To axle 12, on which is mounted the bifurcated rod 11, which operates the clutch mechanism, may be connected to an arm 225 to which is secured the armature of an electro-magnet 226, supported in any convenient manner, so that when magnet 226 is energized, its armature displaces arm 225, Wl'llQll causes axle 12 and rod 11 to oscillate in the direction of starting the clutch mechanism tooperate the brakes on the car wheels. It is easily seenthat, if each car of a train is provided with an arm 225 and an electromagnet 226, all the car wheel brakes may be operated by the electric current generated at the engine.

Fig. 12 also shows a modified form of the device which, on a train provided with power brakes according to this invention, causes the brakes to be applied automatiwcallv. in case a car cou )lin breaks or 'ets u r b b loose. The device operates as follows: On axle 96, to which is secured hand lever 98, is fixed an arm 230, connected by means of a vertical liiflr 231 to a horizontal lever 232.

The connection'between link 231 and lever 232 is made through a pin (not shown) which enters a slot in the link. Lever 232 is capable of oscillating in a vertical plane and rests on a hanger suspended from the car floor; its fulcrum being located between its connection with arm 231 and the other end of said lever, which is pulled upwards by a spring 233 connected with it and secured to a fixed support. The opposite end of lever 232 bears a pin which enters a longitudinal slot provided in a horizontal lever 234, pivoted at the other end to a fixed support 235. An oscillating arm 235 hangs from a fixed support, being provided at its free end with j a stop 236 on which the free end of lever 234 can be made to rest, after having been raised against the action ofspring 233. In this position of the various parts 230 to 236, the brakes may be operated through hand lever 98 or electro magnet 226, without disturbing said parts,by virtue of the pin and slot connections provided.

lVhen arm 236 is moved to release lever 234, spring 233 will pull up the end of. lever 232 to which it is connected, the opposite end of lever 232, through link 231 and arm 230, descending, thus causing axle 96 to oscillate the same as if it were acted upon through hand lever 93, causing the brakes to be applied. On the side of arm 236 opposite to that bearing stop 236 is rigidly connected an arm 237. which normally rests on the vertex of a V shaped r cess on the upper end of a lever 238 pivoted, near this end and so as to oscillate in a vertical plane, to a hanger suspended from the car floor. By virtue of its own weight, lever 238 is normally kept vertical. Mounted on hangers 239 suspended from the car floor is the horizontal axle, shown in Fig. 12, of a revolving drum 240. This drum and the various parts associated with it are shown in plane of it. Mounted on one of the faces of the drum, so that it can slide in the direction of its diameter, is a latch 241 (Fig. 15) through an opening of which passes freely the, axle of the drum. Normally latch 241 is kept vertical, having its lower end lodged in a recess provided on projection 242 of the lower end of one of supports 239.

A helical spring 243 provided in the opening of latch 241 has one of its ends resting on the lower face of said opening and the other end secured to the face of the drum 240, thus tending to keep latch 241 in its lowermost position, with its lower end lodged in the recess of projection 242. On one side of the upper end of latch 241 is pivoted to the face of drum 240 av lever 244, having one end'pivotally connected to the upper end of latch 241. The other end of lever is secured to the end of a chain or steel cable 245, which hangs from it, entering an aperture 240 provided on drum 240, coming out of this aperture at the lower ihl the side of latch 241 opposite to that to which is pivoted lever 244, is pivoted to the face of drum 240 a lever 244 similar to lever 244, having one of its ends also pivotally connected to latch 241 and the other end secure( to the end of a chain or cable 245, which passing through another aperture 240 of drum 240, has the other end secured to cable 246. As long as latch 241 is held in the above mentioned manner by support 239, levers 244, 244 remain horizontal. In case the couplings of any car break or get loose, cable 246 is subjected to tension, being severed at the friction coupling located at the place where the car couplings broke. Before it breaks, however, cable 246 will have pulled the lower arm of levers 238 of both cars adj acent the broken coupling, causing the levers to oscillate which, through one of the sides of the V shaped recess at the upper ends of the lever cause arm 237 to oscillate likewise and, with it, arm 236 in the direction in which tooth 236 releases lever 234, which brings the brakes of both cars to act in the manner hereinbefore described. Also,

counterweight Q, whichis secured to an arm which normally is kept vertical above the drum secured to its axle, lose its equilibrium, thus forcing the drun'i to continue its rotation. Drum 240 will, then, through lever 244 (or 244) and chain 245 (or pull cable 246, which will in turn pull lever 238 of the second car, next the car the coupling of which was broken, in each of the two portions into which the train was divided. In like manner, cable 246 will pull chain 245 (or 245) of drum 240 of the second next car in each portion of the train, causing the brakes to act; and'chain 245 (or 245) of drum 240 of each of these cars will pull cable 246 to act in the same manner on the aforementioned parts of the third car in each portion of the train and so on in succession to the last car in each of the two separateportions of the train,

Cable 246 is secured to each of the levers 238 on the various cars of the train by means of the central portion of a cable 246 secured to cable 246 on opposite sides of lever 23S.

The present invention also includes a de vice by means of which the speed of a railway car or the like, provided with power brakes according to this inventioncan be kept below a predetermined value, said device acting automatically, whenever the speed tends to become higher than the predetermined maximum speed, to reduce it to the maximum speed allowed or to a lower one or even acting to stop the car it it is not coupled to an engine.

This speed reducing device 'isshown in Fig. 12-. Figs. 13 and 13 show certain parts of the device in different working positions. In the form herein shown, the device includes the following parts: Revolubly mounted on hangers 51 suspended from the car floor is an axle 50, held against any longitudinal displacement. Axle 50 is driven continuously from one of the car wheel axles, through the axle of thepower brake mechanism according to this invention, by any suitable means. In the embodiment shown axle 50 is driven by axle 85 otthe clutch mechanism through a short chain c cooperating with sprocket wheels mounted on the aforesaid axles. A current generator 52, provided with a permanent magnetic field rotates continuously, driven by the car wheel axle or by axle 85 or by axle 50 through any suitable means as by a chain. Generator52 is driven by axle 50 through a chain 0 co operating with sprocket wheels mounted on the generator shaft and on axle 50. One of the terminals of generator 52 is connected to one of a pair of stationary contacts 53, 53, positioned as hereinafter described. The other terminal ofgenerator 52 is connected to one of the terminals of an electrocnagnet 54, the other terminal oft which is connected to the stationary contact 53. On axle50 may be mounted a governor of anysuitable type, driven by thecentrifu'gal force generated by the rotation of said axle and which, whenever the speed of the car tends to go above a predetermined value, acts, through a suitable device adapted to open or close the generator circuit at the stationary contacts, to close said circuit causing electro-magnet 54 to attract its armature and with it oscillating arm 236, which will free lever 234, whereupon the brakes on the car wheels will be applied in a mannerv similar to that described tor'their operation at a distance or in case a coupling is broken or loosened. Said circuit opening and closing device will, preferably, be of the instantaneous action type, to eliminate sparking on op'eningjor closing the circuit. As shown, the governor consists of a parallelogram comprising two links pivoted at one end to diametrically opposite pointsv of a collar 55 secured to axle 50 and two other, links pivoted in similar manner to collar 56, sliding on axle 50 and which runs in a slot provided in the tubular portion of axle 50 and is secured t'oan axle 57, slidable in said tubular portion. The other end oftwoot said links is pivoted to a counterweight P and that of the remaining two to another counterweight P. When, by the increase in the centrifugal force generated by axle 50 due to increased speed of the car, the counterweights PP are drawn outward slidable' collar. 56 moves toward collar 55, tensioning a spring M mounted on axle 50. This spring M bears at one end on slidable collar 56 and at the other. end on a collar'56 secured by a set screw to axle 50. The position of collar 56 on axle 5 0 determines the amount of compression of the spring and this compression in turn deter,- mines the increase in centrifugal force which is necessary todraw out the counter-weights P, to close the circuit by means of which the speed of the'car or minis controlled collar 56 thus providing the means to predetermine the maximum speed at whichthetrain or car may travel. Collar 56, as itmoves toward collar 55, due to the increase in the centrifugaliorce, pulls axle 57, which in turn pulls an axle 60 secured to axle 57 by means of a universal coupling 59, axle 60ibeing in alinement with axle 50 and mounted revolubly and slidably on hangers 61, 61 sus pended from the car floor. A sleeve 62 mounted on axle 60 and adapted to slide on vided on axle 60, one end of said spring bearing against one end sleeve 62 and the other end against a collar 65 secured to axle 60. Another spring 64 also provided onaxle 60 bears at one end against the opposite end of sleeve 62 and at the other end against a fixed collar 65. Hanger 61 is rigidly connected to a collar 66 provided with two arms 67, diametrically opposed to each other each having pivoted to its outer end another arm 68. Arms 68 are drawn towards each other, till they are more or less parallel to axle 60, by a spring 69 connecting both arms. Hanger 61" is connected in a imilar manner to a collar 66 similar to collar 66 and pro vided with a flexible system consisting of arms 61'68-68 cooperating with a spring 69, similar in all respects to the aforementioned system, comprising arms 67, '6868 and spring 69. Axle 60 slides freely on collars 66, 66 Each of the systems comprising arms 67, 6868 or arms 6'? 68 -458 is U-shape'd, having the opening of the U facing sleeve 62. Sleeve 62, springs 64, and the flexible systems comprising arms 67, 6868 and arms 67?. 68"68 provide the means to open or close rapidly the circuit of generator 52 through stationary contacts 53, 53 as follows:

Be it supposed, in the first place, that the traveling speed of the car is below the maximum allowed. Axle 60 (Fig. 13) will then be kept, by means or the speed controlling governor, in such a position on hangers 61, 61 that the contacting disk 63 is out of contact with stationary contacts 53, 53, which are located between said disk and the free ends of arms 68-68, which are, then, more or less parallel to each other. Arms GER-68 however, have been drawn outward by the action of a disk provided on collar 65*, which, as axle 60 was moved to its present position, caused said arms to open out by engaging tapering surfaces provided on the latter. Springs 64, 64s on the sides of the sleeve 62 are, then, free from compression. Now, if the speed increases to the predetermined maximum speed, counterweights P-P will recede from axle and slidable collar 56 will move toward fixed collar 55, pulling axle to the right (Fig. 18) the right end of sleeve 62 colliding with the ends of arms 68. As axle 60 keeps on moving to the right on sleeve 62, it will press spring 64F by means of collar 65 and, as axle 50 moves likewise, a disk provided on collar 65 will engage the tapering surfaces of arms 68 68, forcing the latter to open out, insulated disk 63 engaging contacts 53, 53, thus olosing'the circuit of generator 52.

In a train made up of cars provided with power brakes according to the present invention and with the speed reducing device above described, it is advisable to have all these latter devices electrically connected also to each other, so as to insure their simultaneous action, in case any one off movable contacts 63 fails to engage stationary con tacts 53, 53, which is liable to happen, since it is rather diliicrilt to adjust all contacts for simultaneous operation.

Fig. 1 shows diagrammatically the electrical connections between a plurality of speed reducing devices mounted on the cars of a train, for the above mentioned purpose. The armature 5 B of the electro-magnet 54;, mentioned above, of each car is provided with a contact 70 (see also Fig. 13") adapted to engage a pair of stationary contacts 71-7l, when said armature is attracted through winding 54 of said electro-magnet being energized. Contacts 'Tl71 are connected by conductor wires, respectively, to contacts 53-53, already mentioned, of the next car in one direction. Armature 54 is provided with a second contact 72, which will engage a pair of stationary contacts 7373 at the same time that contact 70 en gages contacts 71-41. Contacts 73-73 are connected by conductor wires, respectively, to the stationary contacts 53 of the car next to the first mentioned car in the opposite direction. Thus, by means of these electrical connections, it is obvious that, it the speed reducing device of one of the cars acts to close the circuit oi generator 52 for that car, before the speed reducing devices of the other cars act to close the respective circuits of generators 52, electro-magnets 54s of all the cars will be energized by the current of generator for said car and, in consequence, the power brakes of all the cars will be applied simultaneously.

In the case of the device shown in Fig. 12, the stopping of the train at a distance by a station agent will take place in a manner similar to that described with reference to Figs. 1 to On each car is provided a lever 350, mounted so as to oscillate in a vertical plane longitudinally of the. car and connected by a rigid rod 351 to lever 238. Lever 356 is adapted to collide with obstacles d0 (already described) when these have been moved to upright position.

Fig. 17 shows a modified form of connection between drum 8 and pressure plate 3 of the clutch mechanism of the power brake ac cording to the present invention. In this modified "form, the pressure plate is revolubly mounted on a sleeve on which is formed drum 8, being adapted to slide longitudinally on the sleeve between an abutment 8 integral with the sleeve and a collar 8 secured to the sleeve. Said sleeve is. in turn, adapted to slide along the portion reduced in diameter of the axle of the clutch mechanism, between the end of the portion larger in diameter and another fixed collar. lVhe'n, through the operation of the bifurcated rod hereinbefore mentioned, plate 3 is moved towards disk box 2, it butts against abutment 8 of said sleeve and pushes and presses the sleeve against the end of the portion larger in diameter of the axle of the clutch ieo 1118Gl1ttnlS111,'thHS making-the sleeve revolve with the'axle. Iii-this modified form, when the brakes act, the pressure plate is not subject to the strain toswhich'the chain operatmg the brakes gives rise and so, the brakes can be eased ofl' readily." In the case of the" ClQVlCE) shown 111 F 1g. 2,711; would be necesaxially on the drum carrying the chain.

The clutch mechanism of Figs. 2 and 17 are of the lVeston type, in which the friction disks, when not under, pressure, rotate freely without friction, although contacting with each other. In the figures they vhave been shown spaced apart forsake ofclearness.

In Figs. 18, 19 and 20 is shown a modified. form ofl'the power brake according to the present invention, in which the clutch mechanism comprises differential gearing, through which the rotation of an axle driven byione of the carflwheel axles is communicated to the drum which winds up the brake operating chain, when a friction strap, adapted to the differential box, is made to grip 'said'box; i

In this modified form, the drum ,100 for the brake operating chain is mounted on an axle 101 disposed longitudinally of the car and revolving on bearings providedin hangers 102, 102 suspended from the floor of the car. One end of axle 101 lies adjacent the end of another axle 103 alined :with axle 101 and revolving on hangers suspended from the floor or" the car. one of the car wheel axles through any con venient means, as for example, through con nections similar to those which, in the device shown in Fig. 12, serve to drive axle 85 of the clutch mechanism of the Weston type from car wheel axle E. Concentrically mounted on axles 101 and 103, revolves freely on them a cylindrical box 105, containing lubricating oil. WVithin this box is firmly mounted on axle 103 a conical gear wheel 106, which meshes with four conical pinions 107 revolving on axles arranged radially in box 105 and each of which hasone end secured to the cylindrical wall of box 105, the opposite end being secured to a wheel 108 which revolves freely on axles 101 and 103. Pinions 107 are also in mesh with a conical gear wheel 109 secured to axlelOl Axle 108 is driven by,

trainmen.

vthrough the hand lever operated'ibythe As long asstrap 110 is not pressed around box 105, the conicalgear wheel 106, by means of the pinions 107, :drivesbox105, p'inions 107 gyratmg around conical gear wheel 109 without communicating .toit anygrot'ary 'movementQ its the trainman, howevenopcrate the hand lever, to press/gradually strap 110 around box 105, the rotary move} ment of, the latter will be gradually retarded and pinions 107 will communicate to conical gear wheel 109 and through it to drum 100 of the brake chain a rotary movement which will'gradually increase n speed till it equals that of conical gear wheel 10.6,

to act.-

thus bringing the power brake s of' the car" As the tlaiiinian moves ,t-liehand lever to ease off strap 110, outbox 105, the brakes .on

the car; wheels" will react and receding from the wheelsiwill ,oause'box '105 to rotate and Withit drum 'in the direction to unwind the brake chain. p n s I claim as rnyinventio'n: j

,1, 1. In power brakes for railway carsythe ,90

combination with the car body the car wheels, and the brake-shoestherefor, of a clutch-member adapted toicontinuously rotate during the runningof} the car a sta-az" tionary second clutch-member normally disengaged from the saidfirst clutch-member, a rocking shaft a lever on said shaft for causing the engagement of the said'two clutch-members upon the rocking of said shaft, a source of electricity, an electric circuit, means for opening and closing said cirouit, an elective-magnet in said circuit, a sec-v ond lever and'a connecting means between the said electro-magnet and the said lever' for rocking the said shaft upon" the said magnet being'energized.

2. In power brakes for railway cars, the combination with the car body, the car wheels and the brake-shoes therefor, of a rotary clutch-member, a stationary second clutch member normally disengaged from the said first clutch-member, an oscillating axle, a link connecting said axle to the said second clutch-member for causing its," engageinent with the said first clutch-member,

a three'part flexible axle carrying the said rotary clutch mei'nber, agear wheel at the other end of said axle, asecond gear wheel mounted on the car wheel axle 111 mesh with the said other gear wheel, an oscillating frame, supporting a section of the said threepart axle, and means for operating the said oscillating axle. a l v 3 The combination as set forth in claim 2, in which the means for operating-the'said oscillating axle comprises an electro-magnet,

a link connecting itsarmature to the said axle, an electric circuit, a source of electricwheels, and a brake-mechauism, of means for operating said brake-mechanism, a current gene 'ator operated by one of the car wheel axles,an electric circuit, an electromagnet included in said circuit, controlling the said brake-mechanism operating means, stationary contacts in said circuit, a movable contact adapted to co-operate with the said stationary contacts to open and close the said electric circuit, a rotatable axle adapted to be rotated by one of the car wheels, a centrifugal governor mounted on said rotatable axle and a connecting means between the said governor and the said movable contact, the arrangement being such that on the speed of the car wheels exceeding a predetermined rate the said movable contact automatically closes the said electric circuit, thereby causing the operation of the said brake-mechanism.

5. The combination as set forth in claim'a, including also a means comprising a coinpressible spring and an adjustable stop therefor for predeterming the maximum rate of speedof the car wheels.

6. The combination as set forth in claim 4:, applied to a train of cars, including two sets of contacts on each car, an electric circuit, the armature of the electro-magnet on each car being provided with two contacts adapted to cooperate with the said two sets of contacts so as to close the electric circuit for all the cars.

7. 1n power brakes for railway cars, the combination with the car body, the car wheels and a brake-mechanism therefor, of a means for automatically operating the said brake-mechanism, comprising a driving axle rotating with one of the car wheels, a driven axle in alinement with the said driving axle, connecting means between the said driven a is and the said brake-mechanism, bearings for said two axles, a closed cylindrical casing mounted on the inner ends of said axles ALFREDO EUTERPINO BORGES. 

